Stationary Zero Emissions System

ABSTRACT

A method and device to optimize the cumulative beneficial effect of harvesting available forms of passive energy and storing the passive energy in the form of hydrogen and oxygen. The cumulative energy that is recovered is converted to electrical energy which powers an electrolyzer to produce hydrogen and oxygen for fuel in an internal combustion engine.

PRIORITY

This application is a continuation of U.S. patent application Ser. No.12/425,264, filed Apr. 16, 2009, and entitled, “Partially Self-RefuelingZero Emissions System”, which claims the benefit of U.S. ProvisionalPatent Application No. 61/124,469, filed Apr. 16, 2008, each of whichare incorporated herein by reference in their entireties.

FIELD OF INVENTION

The present invention relates to clean air engine systems, moreparticularly to clean air engine systems using water by electrolysis togenerate the gases to fuel an internal or external engine, fuel cell orother device.

BACKGROUND OF THE INVENTION

Global warming has mandated a multitude of domestic federal and stateregulations and international treaties all designed to limit the harmfuleffects related to the combustion of fossil fuels. These regulationsgenerally target CO₂ emissions, which have been acknowledged by some ascontributing to atmospheric greenhouse heating.

Over the past few decades different countries have experiencedinterruptions in the availability of fossil fuel supplies due to anexternal oil embargo and domestic natural disasters. In addition,countries face the lingering threat of direct energy terrorism targetedat our petroleum refineries and related infrastructure. Indirect threatsalso exist in the form of political/terrorist blackmail which may cutoff access to any non-domestic source of oil supplies without warning.For example, the current rate of crude oil consumption in the UnitedStates is calculated to be approximately 12 million barrels per day. Ifan emergency forced the U.S. to become solely dependent on the UnitedStates Department of Energy Strategic Petroleum Reserve, (as of February2008 the capacity was 698.6 million barrels) this national backup wouldbe depleted in approximately 57 days. Obviously, such a scenario doesn'ttake into account the probability of fuel rationing nor the petroleumoutput of Canada and Mexico. It does, however, highlight the UnitedStates' acute vulnerability.

Finally, some studies suggest that within 10 to 15 years the worldwidesupply of crude oil deposits may be reaching the point of peakproduction, known as the Hubbert Point, after which supplies willsteadily diminish followed by an ever-increasing cost to the consumer.The rise of crude oil prices from early 2008 to September 2008 proved tobe burdensome for businesses and consumers worldwide. These prices maybe mere hints of what will unfold when real crude shortages begin.

Clearly, the issues described above suggest that continued dependency onfossil fuels is a tenuous course. As a consequence, a number ofnon-fossil fuel based alternative fuels are being evaluated and testedfor transportation including ethanol, bio-diesel, electric, and hydrogento name a few.

Some manufacturers are pursuing electric and hybrid-electric vehiclealternatives. However, it has been suggested that a major drawback withincreasing the number of electric and hybrid-electric vehicles in use isthe large quantities of batteries to power the electric motors and otherelectrical devices. These vehicles use batteries of one kind or another(i.e., lead acid, lithium-ion, etc.) to store an electrical charge. Ifimproperly charged, batteries can be permanently damaged. Additionally,if left uncharged for long periods of time, the batteries can sulfate orbecome unusable. Moreover, battery storage is heavy, space consuming,offers maintenance challenges and offers limited life. Batteries usedtypically for vehicles of the state-of-the-art have an average effectivelife of 8 to 10 years and must be disposed of after their lifecycle,thereby creating a daunting environmental hazard. Studies reveal that 20percent of car batteries are discarded in land fills.

Typical combustion engines are fueled by hydrocarbons. These combustionengines are generally used to power vehicles directly or are used todrive electric generators that provide power to electric drive motors.These engines have a standard efficiency of approximately 33 percentwhen fossil-fueled, and create pollutants such as carbon dioxide (CO₂),carbon monoxide (CO), nitrous oxide and dioxide (NOx), and unburnedhydrocarbons from combustion. Typically, aside from the estimated thirdof fuel energy converted to mechanical energy, another third ismanifested into heat energy and the remaining third is expended intoexhaust gas energy. By comparison, diesel engines are more efficientthan gas engines, at approximately 40 percent. The addition ofturbocharging and/or supercharging also increases efficiency. Fuel cellefficiency ranges from an estimated 50 to 60 percent.

Hydrogen as a combustible fuel source creates no carbon-based emissions.Although conventional piston-type internal combustion engines can bemodified to accept hydrogen fuel, the drawbacks are hydrogenpre-ignition and high levels of NOx emissions. Pre-ignition problemsarise from hydrogen's low ignition energy, wide flammability range, andshort quenching distance. The elevated NOx emissions are a result ofmixing hydrogen with atmospheric air, which consists of approximately 78percent nitrogen. The typical cause of elevated NOx numbers is a highcompression ratio which is commonly used in hydrogen-fueled internalcombustion engines to increase horsepower. NOx production in thecombustion chamber can also be attributed to variables such as theair/fuel ratio, engine speed, ignition timing, and the presence ofthermal dilution.

Hydrogen engines can combust hydrogen which is drawn from pressurizedstorage tanks. These pressurized storage tanks are filled directly withhydrogen much like current vehicles are filled at a gas station. Fuelcell vehicles, also presently under prototype development and earlymarket testing, call for similar fueling techniques. Hydrogen fillingstations will be but a piece of a huge hydrogen infrastructure dedicatedto hydrogen creation, shipping, storage and delivery. Such a hydrogeneconomy will necessitate a monumental public and private sectorinvestment. Also critical are the dissemination of industry standardsfor fueling devices and safety regulations that include mandatedtraining to ensure proper handling of this unique fuel.

Hydrogen as a combustible fuel source may be stored in liquid form in asuper-cooled liquid state or in the lattice of a metal hydride. Thecryogenic system required to maintain the liquefaction is minus 253degrees Celsius for hydrogen. The benefit of this approach is anestimated 10 fold increase in energy density (over compressed gaseousform) for both the fuel and the oxidizer. The liquefaction of hydrogenimproves the energy density to within 20 percent of that of gasoline.The drawback of this method is the higher energy required to maintainthe refrigeration system versus the energy necessary to compress thegases in the low pressure (0 to 1,500 psi) and high pressure (1,500 to10,000 plus psi) tanks. While compressing the gas draws energy duringfilling the tanks and compression can be stabilized without additionalenergy, refrigeration requires a continuous energy output to preservethe temperature sensitive cryogenic state. In the event of arefrigeration system failure, the liquids innately revert back to agaseous state which would require tanks of sufficient size to containthe gases. If the tank size is inadequate, then the rapid expansion froma liquid to gaseous state will likely result in a tank rupture andpossibly an explosion.

The option of storing the hydrogen as a solid in a metal hydridecompound, nano-suspension or other solid form has drawbacks as well. Thepracticality of storing oxygen in this form, as it applies to thepresent invention, is unknown. In order to access the hydrogen stored asa solid, heat energy is required to stimulate the release of thehydrogen from its metal hydride compound, nano-suspension, or othersolid state. Furthermore, as the hydrogen harvest nears depletion, itbecomes more difficult to collect. The environmental impact of metalhydride disposal may be addressed by removing the hydride from the metalcontainer and disposing of each separately. The storage of hydrogen innano-tubes is, at this point, an unknown technology in terms ofreliability, risks human and environmental poisoning, and after use,disposal pollution particularly to underground water tables.

One ideal solution to the shortage in fossil fuel supplies includes adomestic energy source that has zero harmful emissions. Because of thevast demand for energy, such an energy source must be available insufficient volume to meet the needs of the socio-economic marketplace.It should be derived from a source that is renewable in the mostenvironmentally responsible fashion. That is, if possible, the cyclefrom production to disposal will be pollution free and non-toxic.Perhaps most importantly, as certain countries increase theirdevelopment of solar and wind power flowing through an improved energygrid, these advances will actually reduce the consumer's cost of thisnew energy. As the present invention indicates, a strong contender forthis energy source may be common water.

SUMMARY OF THE INVENTION

In light of the problems and deficiencies inherent in the prior art, thepresent invention seeks to overcome these by providing a method anddevice to optimize the cumulative beneficial effect of harvesting allavailable forms of passive energy such as solar, wind, and hydropower.The cumulative energy that is recovered is converted to electricalenergy which powers an electrolyzer to produce hydrogen and oxygen tofuel an engine.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will become more fully apparent from the followingdescription and appended claims, taken in conjunction with theaccompanying drawings. Understanding that these drawings merely depictexemplary embodiments of the present invention they are, therefore, notto be considered limiting of its scope. It will be readily appreciatedthat the components of the present invention, as generally described andillustrated in the figures herein, could be arranged and designed in awide variety of different configurations. Nonetheless, the inventionwill be described and explained with additional specificity and detailthrough the use of the accompanying drawings in which:

FIG. 1 is a schematic of a retrofit system according to one embodimentof the present invention;

FIG. 2 is a schematic of a retrofit system according to one embodimentof the present invention;

FIG. 3 is a schematic of a parallel power system according to oneembodiment of the present invention;

FIG. 4 is a schematic of a series power system according to oneembodiment of the present invention;

FIG. 5 is a schematic of a series power system according to oneembodiment of the present invention;

FIG. 6 is a schematic of a fuel celled system according to oneembodiment of the present invention;

FIG. 7 is a schematic of a battery powered system according to oneembodiment of the present invention;

FIG. 8 is a schematic of a non-mobile system according to one embodimentof the present invention;

FIG. 9 is a perspective view of one embodiment of the present invention;

FIG. 10 is a side view of one embodiment of the present invention;

FIG. 11 is a perspective view of one embodiment of the presentinvention;

FIG. 12 is a side view of one embodiment of the present invention; and

FIG. 13 is a cross section view of one embodiment of the presentinvention.

DESCRIPTION OF THE INVENTION

The following description of exemplary embodiments of the inventionmakes reference to the accompanying drawings, which form a part hereofand in which are shown, by way of illustration, exemplary embodiments inwhich the invention may be practiced. While these exemplary embodimentsare described in sufficient detail to enable those skilled in the art topractice the invention, it should be understood that other embodimentsmay be realized and that various changes to the invention may be madewithout departing from the spirit and scope of the present invention.Thus, the following more detailed description of the embodiments of thepresent invention is not intended to limit the scope of the invention,as claimed, but is presented for purposes of illustration only and notlimitation to describe the features and characteristics of the presentinvention, to set forth the best mode of operation of the invention, andto sufficiently enable one skilled in the art to practice the invention.Accordingly, the scope of the present invention is to be defined solelyby the appended claims.

The following detailed description and exemplary embodiments of theinvention will be best understood by reference to the accompanyingdrawings, wherein the elements and features of the invention aredesignated by numerals throughout.

Hydrogen has a higher energy density per unit mass than does gasolineand other fossil fuels, but a much lower energy density per unit volume.For example, the energy density by mass of methane, propane, gasoline,diesel, and methanol is 14.27, 16, 17.1, 17.18, and 40.29 lbs/100 kWhrespectively. By comparison, the energy density by mass of hydrogen andon-board oxygen is 49.6 lbs/100 kWh.

In order to offset the lower energy density per unit mass, oneembodiment of this invention relates to the cumulative benefits ofrecapturing all available lost forms of energy while the vehicle is inoperation, including kinetic, friction, inertia, solar, heat andaerodynamic losses. Coupled with an optimized vehicle platform (i.e.lightweight structure, low drag configuration, reduced rollingresistance tires and low-loss wheel bearings) the overall vehicleefficiency increases to the level where it may have the potential tobecome partially self-sustaining. By harvesting energy losses, theproposed system will have the capability of generating fuel on-board thevehicle in the absence of an external power supply, such as a directcurrent electrical source to power the electrolyzer. The extent ofvehicle's self-sustainability, or its capability to be mobile even whilecut off from external supplemental energy, will depend on massive energygeneration while in a static mode. In the event of natural disaster orany other interruption of fuel supply, the vehicle's partial autonomycould be highly useful. For example, an emergency vehicle after ahurricane when the electric grid is down and it is impossible to pumpfuel or a military vehicle cut off from fuel supply lines.

One embodiment of the present invention's capability to optimize storedenergy capacity will rely on the cumulative benefits of absorbing andrecapturing every minute source of available energy. While the actualenergy savings from each device or system may range from micro-volts onup to substantial electrical output, the sum of the overall energyharvest should significantly reduce overall energy requirements of thevehicle designed for this system and those so retrofitted, as ispracticable.

While in static, non-operating mode, the vehicle will have access tomultiple forms of energy to power the electrolyzer including solar skin,deployable solar awning, wind turbine, hydro propeller, and other meansof generating energy. The solar skin will initially be constructed ofstate-of-the-art and near term solar technology which is effective onlyduring daylight hours. As technology advances, the solar skin anddeployable awning can be up-graded to full spectrum solar which willenable the system to capture infrared energy from the earth at nightresulting from the sun's heat during the day.

In a dynamic or operating mode, depending upon its configuration, thevehicle will have the benefit of one or more of the following examplesof generating electricity to power the electrolyzer; inertia wheelgenerators, regenerative suspension components, regenerative shockabsorbers, piezoelectric generators fitted inside the tires,piezoelectric wake generators located on the rear and undercarriage ofthe body, exhaust heat-driven turbine with generator, infraredelectrical generation, other heat containment strategies that convertheat into electrical energy, and regenerative braking. Other practicalmeans of generating on-board electrical energy may be later added assuits a particular application. These may include a more efficient meansof completing electrolysis and other energy recapturing devices or meansof energy generation not yet devised. By spreading these individualenergy recapturing systems through isolated circuits, an element ofredundancy is inherently built into the system. If one fails there arestill other means of recapturing lost energy which will continue to beoperational.

One embodiment of the present invention utilizes water injection to coolthe combustion chamber in order to eliminate pre-ignition of thehydrogen and oxygen fuel components. An additional benefit of waterinjection is its synergistic combustive properties with the hydrogen andoxygen fuel. It can be applied to produce more steam in the engine tocreate more power. The water can be injected with the hydrogen oroxygen. Alternatively, it can be injected separately into the cylinderhead by another means. Aside from the high expansion rate of steam, itis thought that steam will help draw the heat from the internals of theengine.

In accordance with one aspect of the invention, a metal permeatinglubricant or high temperature resistant synthetic oil may be used toensure proper lubrication of the rings on the cylinder walls and othermoving parts in the engine. Further, in one aspect of the inventionceramic coatings and/or ceramic material may be applied in the internalmoving parts of the steam exposed components of the engine as a strategyto protect engine parts from failure.

It is believed that use of on-board oxygen when combined with theon-board hydrogen will result in a fuel mixture that can approach anearly ideal, 100 percent combustion rate. Dry atmospheric air iscomprised of approximately 21 percent combustible oxygen. The remainingair is 78 percent nitrogen and 1 percent other gases (argon, carbondioxide, neon, helium, hydrogen, xenon, ozone and traces of water vapor)that are all inert and will not combust in conventional engines. Theremoval of these inert, non-combustible gases can give place to a likevolume of highly combustible hydrogen and oxygen. It is thought that byvarying the pressure of the injected fuels, small displacement internalcombustion engines may be utilized to output substantial horsepoweroutputs, while retaining zero emissions. Because the present inventioneliminates reliance on atmospheric air, the combustion of nitrogen andresulting harmful NOx emissions normally associated with enginecombustion is eliminated.

Given the fuel is completely combustible and the water injection willpermit the engine to safely operate at a higher temperature, it isanticipated that engine efficiency may increase. According tomathematical calculations, an engine fueled by hydrogen and oxygen, with14:1 compression ratio, will have an estimated 65 percent efficiency.This figure approaches the theoretical limits of the Otto Cycle enginewhich is close to 70 percent. The selection of the stoichiometric idealfuel and/or water injection mixture, the compression ratio, timing andother means of enhancing engine performance will determine the actualthermal efficiency. It is believed that in certain aspects of theinvention, additional components, such as turbocharging and/orsupercharging units, used in conjunction with a closed loop system thatincludes steam-driven exhaust turbine generators, and other devices orsystems that recapture wasted engine heat, will enhance the overallengine efficiency.

In accordance with one aspect of the present invention, additionalenergy recovery components can be phased in and added upon as thecommercialization of each component becomes available. Further, keyelements of the core system (as shown in FIGS. 1 and 2) can beretrofitted to state-of-the-art transportation, therefore rendering itsemissions-reducing benefits more readily applicable for public use. Thesystem can be phased in from conventional automobiles, trucks and othercategories of transportation, to hybrid-electric vehicles, both paralleland series (FIGS. 3-5), to fuel-celled vehicles (FIG. 6).

In accordance with one aspect of the present invention, there are anumber of advantages of basing the power train on internal combustionengine technology versus a fuel cell. First, the majority of vehicles inuse, and about 99 percent of global manufacturing capacity and tooling,are centered around internal combustion engines (two and four strokereciprocating, diesel, rotary and other types). As such, the high volumeof worldwide production renders the internal combustion engine aneconomical unit to purchase and repair. Whereas fuel cells are anemerging technology, they are costly to produce and require expensivemetals such as platinum.

It has been reported that a zero-emissions fuel cell costs an estimated$1,000 per kilowatt output to produce. Conversely, a limited production,zero-emissions, closed loop internal combustion engine will cost closeto $50 per kilowatt output to produce. Even if fuel cell prices drop 75percent, selling at $250 per kilowatt output, which is not likely, azero emissions small displacement engine in mass production could costas low as $30 to $40 to produce. Second, conventional engines have alonger useful lifecycle than fuel cells and are not as sensitive tofreezing or dry conditions. Third, an obvious case can be made forreparability. An internal combustion engine can be maintained orrepaired by a dealer, local repair shop, or by an individual. On theother hand, fuel cell repair is a high-tech activity that is expensiveand delicate. Lastly, sudden vibrations can damage the fuel cellmembrane and fuel impurities can poison the delicate chemical balance ofthe fuel cell operating system. The issue of recycling thousands orhundreds of thousands of discarded fuels cells has yet to be addressed,as with the lack of hydrogen fuel infrastructure.

While embodiments of the present invention incorporate a small number ofenergy storage devices as an energy buffer, the majority of the energystorage may be achieved through the means of compressed hydrogen andoxygen in federally certified high pressure tanks. In one embodiment,the size of the storage tanks are more naturally suited for use inconnection with light or medium duty commercial vehicles. It is believedthat these tanks have an estimated life cycle up to 20 years of dailyuse. When the high pressure, gaseous H₂ and O₂ function as an energystorage device, the weight savings over the most advancedstate-of-the-art batteries can be substantial. For example, a commercialdelivery vehicle that travels 150 miles a day consumes 750 KWh per dayof energy (having an average of 8 miles per gallon). If equipped withthe latest Lithium-ion batteries sufficient to generate an equivalentamount of electricity, the battery pack would weigh 8,267 pounds. Bycomparison, an equivalent energy amount of H₂ and O₂ gas stored at10,000 psi weighs approximately 372 pounds. This weight savings willdramatically improve the range and performance of the vehicle. When thetanks become unserviceable, the carbon fiber wound safety cover caneasily be removed and the aluminum tank can be recycled. An additionalapplication of the core system before it is dismantled, is to use it forstationary power generation.

During and after collision, safety cut-off valves can instantly preventgas leakage. High pressure tanks have also demonstrated resilience topenetration by gunfire and large objects. They have also been proven tomaintain safety even when placed in high temperature environments.Therefore, the use of low and high pressure tanks as storage for thehydrogen and oxygen is contemplated herein as one embodiment of thisinvention. Unlike batteries, which are sensitive to over or undercharging, storage tanks can be partially filled or left unattended foryears without adversely impacting their functionality.

Certain embodiments referenced herein are applicable for use inconnection with numerous engine technologies. Accordingly, it iscontemplated herein that use of a dual-fuel or multi-fuel engine that iscapable of functioning with another fuel other than the on-boardhydrogen and oxygen could be implemented. This added functionality wouldserve as a backup source of power should any single source becomedepleted, due to a system malfunction, inadequate passive energygeneration, or other cause. The dual-fuel and multi-fuel function couldbe achieved utilizing the existing or supplemental fuel injection systemand a separate exhaust system. This back-up system will provide aredundant means for fueling the vehicle in an emergency situation.

Power Train

Referring now to FIGS. 1 through 5, in one embodiment of the presentinvention, a method of fueling and powering vehicles with zero-emissionsand/or use of renewable fuels in order to reduce pollution is presented.In one aspect, this is achieved because water is used as a fuel sourceto power the system and water (steam) is the emission from thecombustion. The system is a closed loop in which water is split intogaseous hydrogen and oxygen, and then combusted and condensed back intowater. The closed system eliminates the release of steam and relatedwater vapors into the atmosphere.

Throughout the figures and description of the invention, like numeralsrepresent like components. For ease in understanding common elements ofthe system, numerals 6 and 10 represent check valves, numerals 7 and 11represent solenoid valves, numerals 8, 12, 22, and 23 represent manualvalves, numeral 12 a represents pressure relief valves, numerals 24 and25 represent pressure regulators, numerals 5 a and 9 a represent gassensors, numeral 80 represents thermostats, and numerals 19 and 20represent quick disconnect fittings.

Ideally, in order to achieve true zero emissions and not contaminate theclosed loop nature of the system, trace residues of engine lubricantsand minute metal fragments that become mixed in the combustion processmust be removed from the water system before it returns to the watertank 1. To reduce the lubrication requirements, low friction coatedpiston rings, ceramics, and/or other materials may be used in any or allparts of the engine 27. Lubricants that permeate the metal ornano-altered metals may also be applied. Because internal combustionengines require oil to lubricate, clean, and cool the internal parts,another embodiment of the present invention sets forth a method whereintrace residue mixed with the steam will condense and collect in a steamcondenser 31 that also acts as a lubricant trap, and is designed toseparate traces of engine oil and engine particles from the water.

In one embodiment, the present invention uses a water tank 1 to storewater. Water can be sourced from various means; rain water,condensation, tap water, recycled water and distilled water. Whereas allforms of water, excluding distilled water, would require filtering orpurification, for simplicity, the preferred embodiment of the presentinvention will utilize distilled water. The water tank 1 may be linkedto the engine heat to warm the water. The hotter the water at theelectrolyzer 3, the less energy will be required to completeelectrolysis. An electrolyzer 3 is used to split the water moleculesinto their respective elements, hydrogen and oxygen. The electrolyzer 3is capable of compressing the gases to 1,500 to 10,000 psi. This featurewould eliminate the requirement for a low psi compressor. A reversiblefuel cell, which is also capable of electrolysis, can be used as aProton Exchange Membrane (PEM). Other state-of-the-art fuel cells arecapable of electrolysis and are possible for use. In addition, futuresubstitution of emerging technologies and those yet to be devised arealso considered. Much like an electric vehicle, the electrolyzer 3 canbe powered by a plug-in auxiliary power supply such as 110-volt or220-volt electrical source 13, 40.

Passive means of electrically powering the electrolyzer 3 include asolar covered skin 14, a deployable solar awning 15, or other solardevice, all of which may be fitted with part or full spectrum solartechnology, as commercialization permits. Low-cost nano, solar, or someother form or combination of solar/heat engine systems (e.g. StirlingEngine) to enhance the efficiency of the system are also applicable.Vehicles utilizing the present invention can be designed to be partiallyor completely covered with passive solar 14 technology that can becomprised of panels, thin flexible film, or paint that are permanentlyattached, bonded, detachable or added to the bodywork (e.g., roof,sides, front and rear) of the vehicle. Solar technologies include thestate-of-the-art, emerging, and those types and forms yet to be devised.In addition, to help maximize solar absorption during the daylighthours, portions of the vehicle skin may also be automated to ensure thecorrect solar interface. That is, portions of the solar covered skin 14of the vehicle may be attached to a device configured to adjust theorientation of the solar cells in an effort to optimize solar energyproduction. For example, a large solar panel placed on the top of asemi-trailer or railroad car, may be equipped with a mechanism foradjusting the orientation of the solar panel in an effort to capture themaximum amount of available solar energy.

The benefits of a full solar skin, especially in vehicles with a largesurface area can be very useful. Depending on the surface area of thevehicle and the efficiency of the solar technology, it is feasible togenerate considerable electrical energy. For a 30-foot para-transitvehicle, the surface area represents approximately 900 square feet. Theaverage U.S. house consumes approximately 10,000 kilowatt-hours peryear. This equates to approximately 27.4 kilo-watt hours per day. It isbelieved that a solar panel rated at almost 13 percent can generate anequivalent amount of energy out of a solar panel with an estimated 300square feet. Taking into account the effect of shade on one side of thevehicle or the other, under ideal conditions, the solar skin will beable to generate enough solar energy to power two average Americanhomes. Assuming favorable weather conditions, it is believed that thisequates to approximately one hour of free vehicle operation per day,depending on the size and weight of the vehicle. Further, when thevehicle is not in use, it is believed that the vehicle could “re-fuel”itself over time. That is, the energy produced from the passive meanscould be used to power the electrolyzer process discussed herein.

Other passive means of energy creation include wind generation 16, hydrogeneration 17, and other forms described hereafter. The exterior of thevehicle has covered ports which, when opened, access a socket head (orother means of convenient attachment) that may be fitted with alightweight helical (or other type) windmill 16 and a hydro propeller 17line which can be inserted into a moving water current. As a lastresort, a human powered generator 18 may be also fitted. The purpose ofthese units is to capture energy when the vehicle is at rest. If thedaylight solar spectrum is used, then the supplemental wind energyand/or hydro energy may be used at night if conditions and locationpermits. Multiple ports could provide flexibility in selecting the bestchoice of passive energy.

Active or dynamic means of on-board energy recovery to createelectricity to power the electrolyzer 3 are sourced by kinetic, inertia,friction, thermal and aerodynamic devices. Referring now to FIGS. 3through 6, these auxiliary power sources may be a combination of any orall of the following: regenerative braking 21, regenerative suspension35, regenerative shock absorbers 36, inertia wheel generators 47,flexible piezoelectric tread generators 37, exhaust heat turbinegenerators 29, 30, engine heat container with infrared cell lining 39,aerodynamic piezoelectric wake generators 38 and other lost energyrecovery techniques.

In one aspect of the invention, the electrolyzer 3 functions as bothseparator and compressor to place the two gases, hydrogen and oxygen,into separate high pressure tanks 5, 9 ranging from 1,500 to 10,000 psi.Additional lower pressure tanks (approximately 100 to 1,500 psi) may beused to store low pressure gases that would be created in the mobilemode. The recaptured electricity from the on-board energy recoverysystems could be entirely depleted if it was directed to power acompressor capable of 10,000 psi. The advantage of low compression tanksis that they are more synchronized to the levels of energy recuperatedand required by the vehicle while the vehicle is in operation. If it isdetermined that the energy draw of the 5,000 psi tanks are notoverburdening the system, then the lower pressure tanks could beeliminated.

The hydrogen and oxygen is delivered to an oxidizer/fuel ratio controlmodule at a reduced pressure. There the hydrogen mixes with the oxygenand is injected into the combustion chambers where the gases are ignitedand combusted to move the cylinders or turbine rotors (or whateverconfiguration internal combustion engine is utilized) thus powering theengine. Water injection atomizes the water vapor which is introducedinto the engine with the flow of hydrogen or oxygen or as a separateprocess. Again, one function of the water injection is to cool hot spotsin the engine which may result in pre-ignition. When the fuel ignites,the water residue will vaporize into steam adding power to the engineand providing a means for capturing the heat from the internals of theengine to be expelled during the exhaust cycle.

Most hydrogen fueled vehicles rely on atmospheric air which is comprisedof approximately 21 percent oxygen, 78 percent nitrogen and 1 percentmiscellaneous gases (argon and other gases). As noted herein, theultra-heating of nitrogen during the combustion process results in achemical reaction leading to the formation of Nitrous Oxide/Dioxide(NOx). Although nitrogen is involved in the chemical reaction, it isinert and will not combust during the compression cycle. NOx is known tostimulate ozone production, a known contributor of smog in metropolitanareas. Smog, in high concentrations, can cause serious respiratorydamage. Advantageously, fueling the present invention solely from theon-board H₂ and O₂ cylinders eliminates both carbon dioxide (CO₂) andnitrous oxide (NOx) emissions. The result, especially given the closedloop nature of the system, is a true zero emissions vehicle. In oneaspect, hydrogen is combined with approximately five times more oxygenthan contained in atmospheric air. It is believed that the consequenceis increased power output over that of a conventional gasoline fueledengine. Once the gases are burned, they combine again to become water inthe form of steam and no pollutants are created. The steam created as anemission is condensed and recycled back into the water tank 1. In oneaspect of the invention, H₂ gas and O₂ gas are combined together withanother inert gas (such as Argon) to moderate the temperature of thecombustion process (or other related processes) within the engine.

If used in a conventional vehicle, the engine horsepower and torque aretransferred to a transmission 46 which, in turn, powers the drivewheels. In a parallel hybrid-electric vehicle (FIG. 3), an electricgenerator is inserted in front or behind the transmission before thedrive wheels. In a series hybrid-electric vehicle (FIG. 4), the engineis linked to an electric generator that powers the wheel motors thatdrive the wheels of the vehicle. A fuel cell vehicle (FIG. 6)electrically powers the wheel motors that propel the vehicle wheels. Itis also possible to construct a dual mode vehicle, which is acombination of a series hybrid and a fuel cell version (FIG. 5), tocreate a vehicle capable of silent running with a low heat signature. Inall of these aforementioned applications, the present invention can beconfigured to meet the respective requirements.

In one embodiment of the present invention, the power train can utilizeany type of internal or external combustion engine or other power plantthat is fueled by hydrogen and oxygen and can be used to propel thevehicle in a conventional means with a heat engine powering drivewheels, in series mode (indirectly) and/or parallel mode (directly) orpower the onboard vehicle systems in a non-operational mode (parked).One embodiment of the present invention will be of a modular design somodules can be replaced as the technology evolves and/or combined tosuit the requirements of the end user.

In order to provide flexibility in fueling, other auxiliary means ofelectrical generation are utilized to power the electrolyzer 3.Depending on the purpose of the vehicle using the present invention,different electrical sources can or should be used. A standard amongvehicles stationed at a home or commercial area is to use plug-inelectric power from the grid 40 in addition to the auxiliary on-boardpower generators to energize the electrolyzer 3. A higher output basestation 41, 42 electrolyzer could also be utilized for a fast fill ofthe hydrogen and oxygen cylinders 5, 9. These could also be used toquick fill the H₂ and O₂ tanks directly much like a compressed naturalgas (CNG) commercial fueling station. To offer flexibility to the enduser, the system will also provide for external fueling and/or changingout the empty hydrogen and oxygen tanks with pre-filled tanks.

In one embodiment, a vehicle that will utilize the power system of thepresent invention will be designed to minimize aerodynamic drag androlling friction. In addition to the benefit provided by the auxiliarypower sources, vehicle weight should be reduced for further gains inefficiency. The synergistic effect of a lightweight, efficient vehiclein tandem with the wide complement of on-board energy recovery systemsthat will help offset the low energy density of hydrogen in comparisonto hydrocarbon fuels.

Advantageously, the present invention eliminates the need for a newhydrogen infrastructure for refueling hydrogen vehicles. In one aspect,the present invention implements an on-board hydrogen refueling systemthat will eliminate the need for hydrogen refueling stations andhydrogen transportation that the prior art needs to function. Anotheradvantage of on-board fuel generation is enhanced safety. A system thateliminates a repetitive fueling process removes the chance of fuelleakage due to worn components or human error.

Because the hydrogen and oxygen act as energy carriers, one of thebenefits of the present invention is to reduce the battery and/orultra-capacitor size. Since the use of chemical energy storage islimited to function mostly as an energy buffer, the size of thebatteries and/or energy buffer is significantly smaller than aconventional hybrid-electric, or a pure electric system which reliessolely on batteries. One objective of this approach is to reduceafter-use waste (from the disposal of chemical batteries and toxicultra-capacitors) which, in turn, will reduce ground pollution.

Reduction in battery capacity is accomplished because in the process ofelectrolysis, the pressurized hydrogen and oxygen function as an energystorage device that has similar characteristics to a rechargeablebattery. Powering the electrolyzer converts the water into hydrogen andoxygen that act as energy storage. As the hydrogen and oxygen arecombusted in the engine their potential energy is converted to kineticenergy (energy carrier) to drive the engine and they are combined tobecome water that is recycled again.

The primary obstacle of a pure electric vehicle is once the batterycharge is depleted and no means of external charging are available, thevehicle becomes immobilized. The present invention shares somecharacteristics of an electric vehicle. Essentially, it is a plug-in,zero emissions and internal combustion vehicle (it can also beconfigured in the other variations as described above). Like an electricvehicle it can be depleted of its available zero-emissions on-boardenergy storage. However, unlike an electric vehicle, when fitted with aninternal combustion engine (or other heat engine; diesel, rotary,turbine, etc) the present invention can be flex fuelled. That is, aseparate fuel tank, fuel system and exhaust can be co-joined with thesystem to provide emergency mobility if any of the core systemsmalfunction or the fuel tank simply runs empty.

Referring to FIGS. 1 through 6, the water tank 1 is filled at the waterrefill 43 and passes through the first water filter 2 with distilledwater, tap water, stored rainwater or water collected from condensation.Water passes through another filter 2 into the electrolyzer 3 (PEM orother type) where it is split into gaseous oxygen and hydrogen andpressurized. The electrolyzer 3 is powered from the energy systemcontroller 4 that distributes power from all the various onboardelectrical power sources.

High pressure hydrogen from the electrolyzer 3 flows into a highstrength (1,500 psi to 10,000 psi), fire resistant, and impact resistantfilament wound (or other configuration) storage cylinder 5 through thecheck valve 6, solenoid valve 7 and manual shutoff valve 8. Similarly,high pressure oxygen from the electrolyzer 3 flows into a high strength(1,500 psi to 10,000 psi), fire-resistant, and impact-resistant filamentwound (or other configuration) storage cylinder 9 through the checkvalve 10, solenoid valve 11 and manual shutoff valve 12. In the event itis determined that low pressure tanks (0 to 1,500 psi) are required,then the above will be duplicated utilizing two, lower volume hydrogenand oxygen storage cylinders 5, 9. These will consume less energy tocompress during driving.

At night, or during non-use, an external source of electricity from thegrid 40, or created on site by fixed body solar 14, deployable solarawning 15, wind 16, hydro 17, human 18, or aerodynamic wake 38generators may be used to power the electrolyzer 3 to fill the hydrogen5 and oxygen 9 cylinders to partial or full capacity before the vehicleis placed back into operation. Similarly, the hydrogen 5 and/or oxygen 9cylinders could be externally refueled or exchanged for filled cylinderson site 41 and 42.

According to one aspect of the present invention, the hydrogen 5 andoxygen 9 storage cylinders, are placed in protective energy absorbingstorage containers 48 that is designed to provide additional safety inthe event of collision. Another function of these containers is theywill provide a means of trapping escaped gas from the storage cylinders.The storage containers could be filled with water to provide a mediumfor the stored gases to absorb into. On the inside and outside of thesestorage containers will be gas sensors and back-up gas sensors toprovide redundancy in case of a sensor malfunction which willimmediately shut down the process of electrolysis and the vehicle if agas leak is detected. This will prevent any build up of excess gases inthe storage containers.

In order to create the electricity required to power the electric drivemotors 21, the hydrogen and oxygen from the storage cylinders 5, 9 areused as gaseous fuel for the internal combustion system. The hydrogenand oxygen each flow through a manual shutoff valve 22, 23 and apressure regulator/controller 24, 25 to an oxidizer/fuel ratio controlsystem 26 where the gases are mixed and injected into the combustionchamber of the engine 27. The hydrogen internal combustion engine can bevirtually of any kind (e.g., piston, rotary, turbine, diesel, etc.),including external combustion. As in FIGS. 5 and 6, a fuel cell may alsobe substituted or supplement the heat engine. In a series mode, thehybrid power unit can also function like a generator, set to createelectricity, but it will consume on-board fuel.

It is believed that the present invention, relying solely upon theon-board hydrogen and oxygen for combustion, will have near zero harmfulemissions. Under this operating mode the only emissions through theexhaust will be heat and water vapor. The water vapor may be captured,condensed 31, and returned to the water storage tank 1. As the presentinvention operates, the expended heat energy (steam) will drive aturbine 29 that drives a generator 30 to deliver power to the energysystem controller 4.

In accordance with one embodiment of the present invention, there may beone or more steam turbines stacked next to each other or located ondifferent points of the exhaust system. The function of theabove-referenced steam turbines is to convert the super-heated steaminto electrical energy. In one aspect, the lead turbine will speedfaster, the second slower, and so on, until the last one hardly spins atall, which shows the energy has been expended from the exhaust system.In an additional aspect of the invention, a thermal container lined withinfrared cells 39 will surround the heat engine 27 and portions of theexhaust system. The infrared cells 39 convert the trapped heat energyinto electricity to be fed back into the energy system controller 4 topower the electrolyzer 3.

In an additional aspect of the invention, unburned O₂ and H₂, still ingaseous form, are drawn out of the top of the steam condenser 31 by afan 32. The levels of unburned H₂ and O₂ are analyzed by an H₂/O₂ sensor33 which relays information back to the ratio control 26. In one aspect,the relay, if required, changes the H₂/O₂ fuel mixture to minimize theamount of unburned H₂ or O₂ molecules. Remaining unburned H₂ and O₂molecules are drawn back through to the engine 27 and fed into thecombustion chamber to be burned more properly to form water molecules.

In one embodiment, a lubricant trap is fitted to the steam condenser 31to separate (by condensation, centrifuge, or other means) all traces oflubricant residue from the re-collected, condensed water supply.Provisions will be made to enable the collected lubricant to be removedand cleaned from the steam condenser 31 and lubricant trap.

The residue H₂O is collected and returned, through a filter to the H₂OTank 1. The previously described process enables the present inventionto be a closed system, which means that all, or nearly all, of the H₂Oin the system will be recaptured thereby requiring little, if any,refilling of water into the system. To prevent freezing of the watersupply in inclement weather, the H₂O Tank 1 will be equipped with athermal container 49 and lined with an electrical heating element. Thisheating element will be powered by the energy storage container in theenergy buffer 34 when the thermostat within the thermal container 49signals that temperatures are approaching freezing conditions.

In an additional aspect, to further protect the water lines fromfreezing, a vacuum pump 50 attached to the H₂ tank 1 will activate topurge the lines of their water content. Aside from eliminating the needto add water, a secondary benefit of a closed loop system is the removalof noise pollution from the exhaust process.

In one embodiment of the present invention, electricity flows through anenergy system controller 4 that will distribute power to the electricdrive motors 21. The electric drive motors 21 may be of a multitude ofdifferent types, including, but not limited to, DC, AC, brushless DC,air or liquid cooled. When the vehicle brakes or when the operator liftsoff of the accelerator, the electric drive motors 21 convert over to aregenerative braking mode. In this mode, the electric motors 21 act aselectric generators that recapture the kinetic energy used to acceleratethe vehicle initially and transform it back into electricity. Thisregenerative braking electricity is returned to the energy systemcontroller 4 where it can be distributed to power the electrolyzer 3which in turn splits the water into hydrogen and oxygen to replenish thenon-carbon-based on-board fuel supply or it may be stored in the energybuffer 34 storage batteries until required by the electrolyzer 3 or anyother electrical device as noted herein.

In addition to the regenerative braking 21, electrical energy may bederived from inertia wheel generators 47 placed on the rims of thewheels (inside the inflated area of the tires) or outside the wheel likea spinning hubcap (described in detail hereafter), regenerative shockabsorbers 36 that are fitted with linear generators that re-capture thesuspended motion of the moving vehicle, and/or regenerative suspension35 components which are fitted with piezoelectric generators that brushagainst each other as the suspension pivots to create an electricalcurrent. This supplemental electrical energy would also be received anddistributed by the energy system controller 4 to power the electrolyzer3 to further create H₂ and O₂ gas. Likewise, piezoelectric tiregenerators 37 are fitted to the inner liner of the carcass of the tiresto capture the frictional energy of the moving vehicle. In oneembodiment, the piezoelectric tire generators comprise one or morelayers of piezoelectric fabric that flex or rub against each other tocreate current as the tire bulges when it makes contact with thepavement or surface of the ground. These piezoelectric tire generators37 feed recaptured lost kinetic and thermal energy through the energysystem controller 4 to the electrolyzer 3 or energy buffer 34. Otherforms of electrical generation that can be installed on the vehicle,that have yet to be devised, from natural energy or other means, can beadded in the future.

When out of service (e.g., in a parked mode) the present invention canderive power from the system described below to power the electrolyzer3. Detachable wind generator(s) 16 can be affixed into generator “ports”on the vehicle. A hydro-generator 17 can be placed in a moving body ofwater. In addition, as a last resort, a human-powered generator 18 canbe used. The on-board solar 14 and deployable solar awning 15 will alsoprovide a means of fuel generation utilizing the electrolyzer 3.

In one aspect of the present invention, solar panels 14 will beintegrated or molded into the outer skin of the body. While photovoltaiccells have been available for a number of years, they are known to beexpensive, prone to damage and difficult to maintain. Nano-solar cellswhich can be molded smoothly into the curved skin of the vehicle, asopposed to flat conventional solar panels are contemplated for useherein. Nano-solar strips can be likened to photographic film and is,therefore, substantially less per square foot in cost than rigid solarpanels. In one aspect, the solar panels may be painted on. In thisinstance, the larger the external area of the vehicle, the more it willbenefit from the solar effect. Also contemplated herein is the use of“full spectrum” solar cells which are designed to capture lightinvisible to the eye—from ultraviolet to infrared. This would also makeit possible to refuel the vehicle at night. The entire exterior of thevehicle, including for example, the windows, could be covered withnano-solar technology. The vehicle exterior could also be configured tomaximize the solar effect as the sun rises and sets during the course ofa day. This means that the outer body could be automated to change theshape (that is non-structural). A solar awning 15 can be deployed formore solar surface area.

In one embodiment, the energy system controller 4 functions as theprimary systems control for the entire drive-train, fuel supply, andauxiliary power systems. It receives electrical power from the primaryand auxiliary power sources and distributes it where needed depending onthe available supply of power from each of these sources and the currentenergy demand. The energy system controller 4 controls electrical energyflow to and from the motor/generators 21, the energy buffer 34 and theelectrolyzer 3. It will monitor and protect the electrolyzer 3 fromirregular electrical energy flow and spikes and will also monitor powerto the speed controller that, in turn, controls the electric drivemotors 21.

When out of use, the electrolyzer 3 can be powered at any time, day ornight (on-peak or off-peak), by plugging the vehicle into the electricalgrid 40. In the event that an H₂ and/or O₂ refueling station becomesviable, the H₂ and O₂ storage tanks 5, 9 could be filled at a basestation from high pressure H₂ and high pressure O₂ tanks 41, 42.

Referring to FIG. 3, with slight modification, the hydrogen engine canbe mechanically connected to the wheels to improve performance, througha clutch 44, transmission 46 and a driveshaft 45. It can also be fittedwith a supplementary fuel system which would provide an emergencyback-up to the hydrogen and oxygen on-board fuel system if it becomesdepleted or the system malfunctions.

Stationary System

With reference now to FIG. 8, in one embodiment of the presentinvention, components described in sections above may be utilized togenerate power in different forms, including electricity. The ability ofcurrent stationary systems for producing power which rely on alternativesources of energy, like solar and wind power, is subject tounpredictable weather patterns. Due to the nature of those systems, itis difficult and very expensive to store the value of the powergenerated from solar and wind-powered systems. In some instances, veryexpensive battery banks may be used to store energy produced during awind event or during the day when the weather is not obscuring thetransmission of radiation from the sun.

As noted, use of components described in the above sections in astationary system will allow for the temporary “storage” of potentialpower. Specifically, wind 16, hydro 17, geothermal 38 a, andsolar-derived energy 14, 15 may be used when that energy is available(i.e., when conduced by the weather or otherwise) in connection with anelectrolyzer 3 (PEM or other type). The electrolyzer 3 may be equippedwith a switch that responds to the detection of DC voltage, for example,received from an electricity producing component of any known solar orwind generating device. Water may be gravity fed to the electrolyzer 3through activation of a solenoid valve. The solenoid valve may beactivated concurrently with the electrolyzer switch referenced above.Available water is passed through the electrolyzer and split intogaseous oxygen and hydrogen where it is thereafter pressurized andstored in available storage cylinders 5, 9. The gaseous oxygen andhydrogen can be stored for later use in connection with an internalcombustion process, including processes described above. In this manner,the unpredictability of the alternative sources of power is tempered bythe storage of that power in the form of gaseous oxygen and hydrogen.

Inertial Wheel Generator

In another embodiment of the present invention, an apparatus forgenerating power from the inertial movement of a wheel is contemplated.While use of the invention is described for use in connection with awheel on the moving vehicle, any wheel which is subject to a rotationalmovement is contemplated herein.

Referring now to FIGS. 9 through 12, in one embodiment, a device forgenerating electrical power from the motion of a wheel is disclosedcomprising a hollow ring 53 having a plurality of coil members 55disposed throughout the hollow ring 53 and a magnet 60 disposed withinthe hollow ring 53. The hollow ring 53 comprises a light-weightmaterial, including, but without limitation, polymeric materials such aspolyester, vinyl ester, epoxy, polyimide, polyamide, polypropylene,and/or PEEK. In one aspect, the hollow ring 53 may comprise a compositematerial of fiber-reinforced thermoplastics or fiber-reinforcedpolymers. In one embodiment, the coil members 55 are integrally formedwithin a wall 54 of the hollow ring 53. The coil members 55 can comprisea conductive material (e.g., copper, aluminum, steel, and/or organicsemi-conductors). While reference is made herein to a single magnet 60,it is understood and contemplated that multiple magnets could be used assuits a particular application. The magnets could be aligned in seriesor disposed in a parallel orientation.

In one embodiment, the magnet 60 comprises a solid metallic archedcylinder, wherein a radius of curvature of the magnet 60 issubstantially similar to the radius of curvature of the hollow ring 53.In yet another aspect, the magnet 60 comprises a plurality of magnetslaterally connected to one another with a hinge member. In one aspect,the hollow ring 53 is operatively coupled to the energy systemcontroller 4 shown in FIGS. 3 through 6.

Faraday's law of induction (or the law of electromagnetic induction)states that the induced electromotive force in a closed loop is directlyproportional to the time rate of change of magnetic flux through theloop. Moving a conductor (such as a metal wire) through a magnetic fieldproduces a voltage in that conductor. The resulting voltage isproportional to the speed of movement; moving the conductor twice asfast produces twice the voltage. The magnetic field, the direction ofmovement, and the voltage are all at right angles to each other. A fixedconductor will also have an induced voltage if the magnetic flux in thearea enclosed by the conductor is changing. During times of rotationalacceleration or deceleration of the hollow ring 53, the magnet 60 willmove within the hollow ring 53. In one aspect, the magnet 60 will movewithin the hollow ring 53 opposite the direction of the rotationalacceleration or deceleration of the hollow ring 53. In one aspect of thepresent invention, as the magnet 60 passes through the hollow ring 53,voltage is induced within the coil members 55 of the hollow ring 53. Inone embodiment, the hollow ring 53 may be part of a modular system thatmay be connected to the wheel of a car (e.g., as part of the hub cap).In another embodiment, the hollow ring 53 may be integrally formed witha frame of the wheel (e.g., as part of the rim of a tire), or attachedto the existing wheel.

In one embodiment of the present invention, a plurality of hollow rings53 are operatively coupled to one another. In one aspect, a plurality ofhollow rings 53 having varying radii may be concentrically disposedabout the same center point (FIG. 9). In yet another aspect, a pluralityof hollow rings 53 having substantially equal radii are disposedadjacent one another about the same center point (FIG. 11).

In another embodiment of the present invention, an inner surface of thehollow ring 53 comprises a material having a coefficient of frictionless than 0.1 (e.g., Teflon™). In another aspect, an inner surface ofthe hollow ring 53 comprises a material having a coefficient of frictionless than 0.06. In yet another aspect, an outer surface of the magnet 60comprises a material having a coefficient of friction less than 0.06.Advantageously, the material on the surfaces of the hollow ring 53and/or the magnet 60 minimizes friction between the magnet 60 and thehollow ring 53 thereby promoting increased movement and efficientproduction of electrical energy. In an additional embodiment, an innerportion of the hollow ring 53 is vacuum sealed thereby minimizingfriction between the magnet 60 and the hollow ring 53.

In an additional embodiment, the magnet 60 further comprises a pluralityof wheels operatively coupled to the magnet 60. In yet anotherembodiment, the magnet 60 further comprises a plurality of ball bearingsoperatively coupled to the magnet 60. Advantageously, the wheels and/orthe ball bearings decrease the friction between the magnet 60 and thehollow ring 53. In one aspect, the wheels and/or the ball bearingscomprise a magnetic material.

Piezoelectric Tire Generator

In another embodiment of the present invention, an apparatus forgenerating power from the flexing of a tire 70 as it contacts the road,or other surface, is contemplated. While use of the invention isdescribed for use in connection with a tire on the moving vehicle, anyhollow object which is subject to compression against another surface iscontemplated for use herein.

In a piezoelectric material, the positive and negative electricalcharges are separated, but symmetrically distributed, so that thepiezoelectric material overall is electrically neutral. Each of thesesites forms an electric dipole and dipoles near each other tend to bealigned in regions called Weiss domains. The domains are usuallyrandomly oriented, but can be aligned during poling (not the same asmagnetic poling), a process by which a strong electric field is appliedacross the material, usually at elevated temperatures. When a mechanicalstress is applied, this symmetry is disturbed, and the charge asymmetrygenerates a voltage across the material. For example, a one cm cube ofquartz with 2 kN (500 lbf) of correctly applied force upon it, canproduce a voltage of 12,500 V.

Referring now to FIG. 13, one or more layers of piezoelectric fabric 71,72 are attached face to face within an inner liner or carcass area ofthe tire 70. In one aspect of the invention, the two layers ofpiezoelectric fabric 71, 72 are trimmed to cover the entire area of thetire 70 that will bulge from the contact with the road surface and flexor twist when the vehicle turns; either from front wheel or four wheelsteering. As the tire 70 makes contact with the road surface, it bulges,depending upon inflation and the magnitude of the force put on the tire70. When the tire 70 bulges, the two pieces of piezoelectric fabric 71,72 flex, thereby exciting a low electric current. This current is fedfrom a main connector up through the wheel to an energy systemcontroller 4 to power an electrolyzer 3 (see FIGS. 3 through 6).

In another embodiment of the present invention, at least onepiezoelectric member (not shown) is disposed within an inner portion ofa tire 70, wherein the piezoelectric member is configured to approximatethe normally biased curvature of the tire 70. The piezoelectric membermay be disposed on only a small portion of the tire 70 or may beconfigured to substantially cover an entire inner surface of the tire70. In one aspect of the invention, a plurality of piezoelectric membersconfigured to approximate the normally biased curvature of the tire 70are disposed within the tire. In an additional aspect, the piezoelectricmaterial is integrally formed within the wall of the tire 70. In yet afurther aspect, the piezoelectric material is used as the reinforcingmembers of the tire 70.

While any suitable piezoelectric material is contemplated for useherein, exemplary materials which may be used include quartz, topaz,tourmaline-group minerals, gallium orthophosphate (GaPO4), langasite(La3Ga5SiO14), barium titanate (BaTiO3), lead titanate (PbTiO3), leadzirconate titanate (Pb[ZrxTi1-x[O3 0<x<1), potassium niobate (KNbO3),lithium niobate (LiNbO3), lithium tantalate (LiTaO3), sodium tungstate(NaxWO3), and/or polyvinylidene fluoride (PVDF), and/or piezoelectricfiber composites (PFCs).

More specifically, while illustrative exemplary embodiments of theinvention have been described herein, the present invention is notlimited to these embodiments, but includes any and all embodimentshaving modifications, omissions, combinations (e.g., of aspects acrossvarious embodiments), adaptations and/or alterations as would beappreciated by those skilled in the art based on the foregoing detaileddescription. The limitations in the claims are to be interpreted broadlybased on the language employed in the claims and not limited to examplesdescribed in the foregoing detailed description or during theprosecution of the application, which examples are to be construed asnon-exclusive. For example, in the present disclosure, the term“preferably” is non-exclusive where it is intended to mean “preferably,but not limited to.” Any steps recited in any method or process claimsmay be executed in any order and are not limited to the order presentedin the claims. Means-plus-function or step-plus-function limitationswill only be employed where for a specific claim limitation all of thefollowing conditions are present in that limitation: a) “means for” or“step for” is expressly recited; and b) a corresponding function isexpressly recited. The structure, material or acts that support themeans-plus function are expressly recited in the description herein.Accordingly, the scope of the invention should be determined solely bythe appended claims and their legal equivalents, rather than by thedescriptions and examples given above.

1. A stationary system for generating power, comprising: a separationdevice adapted to separate a volume of water into hydrogen and oxygencomponents; a storage device adapted to store the hydrogen and oxygenproximate to the separating device, the storage device operativelycoupled to an engine to provide hydrogen and oxygen as a sole source offuel; a closed loop internal combustion engine operatively coupled tothe storage device with no direct or indirect access to atmospheric air;an oxygen injection control device operatively coupled to the engine;means for capturing passive energy operatively coupled to and adapted topower the separation device; an energy control system operativelycoupled to the separation device; and an energy conversion apparatusoperatively coupled to the engine and the separation device, theconversion apparatus adapted to selectively transmit energy to both theenergy control system and the separation device.
 2. The system of claim1, further comprising means for converting heat from the engine intoelectrical energy.
 3. The system of claim 2, wherein the heat comprisesat least one heat source selected from the group consisting ofthermodynamic, infrared, and exhaust heat.
 4. The system of claim 1,wherein the passive energy comprises at least one energy source selectedfrom the group consisting of solar, wind, and hydropower energy.
 5. Thesystem of claim 1, wherein a predetermined quantity of oxygen andhydrogen is injected into the internal combustion engine.
 6. The systemof claim 1, further comprising a fuel control module operatively coupledto the storage device and the internal combustion engine, the controlmodule adapted to mix hydrogen and oxygen and inject the mixture intothe combustion chamber of the internal combustion engine.
 7. The systemof claim 6, wherein the closed loop system is adapted to capturenon-combusted oxygen and hydrogen exhausted from the internal combustionengine and communicate said exhaust to the separation device.
 8. Thesystem of claim 7, further comprising a sensor adapted to detect thelevel of non-combusted hydrogen and oxygen in the exhaust of theinternal combustion engine.
 9. The system of claim 8, wherein the sensoris adapted to communicate with the fuel control module, wherein the fuelcontrol module is capable of modifying the mixture of oxygen andhydrogen to minimize the amount of non-combusted hydrogen and oxygen inthe exhaust of the internal combustion engine.
 10. The system of claim1, wherein the volume of water is gravity fed to the electrolyzer.
 11. Amethod of powering a stationary internal combustion engine, comprising:using a device to separate a volume of water into hydrogen and oxygencomponents; storing the hydrogen and oxygen components in separatestorage areas; operatively coupling the stored hydrogen and oxygen to aninternal combustion engine as a sole source of fuel for the internalcombustion engine, wherein the engine is a closed loop internalcombustion engine with no direct or indirect access to atmospheric air;capturing passive energy and using the captured passive energy to powerthe device separating the volume of water into hydrogen and oxygen;using an energy control system operatively coupled to the separationdevice and the engine to selectively transmit energy to both the energycontrol system and the separation device.
 12. The method of claim 11,further comprising the step of using means to convert heat from theengine into electrical energy.
 13. The method of claim 12, wherein theheat comprises at least one heat source selected from the groupconsisting of thermodynamic, infrared, and exhaust heat.
 14. The methodof claim 11, wherein the passive energy comprises at least one energysource selected from the group consisting of solar, wind, and hydropowerenergy.
 15. The method of claim 11, wherein a predetermined quantity ofoxygen and hydrogen is injected into the internal combustion engine. 16.The method of claim 11, further comprising using a fuel control moduleoperatively coupled to the storage device and the internal combustionengine, the control module adapted to mix hydrogen and oxygen and injectthe mixture into the combustion chamber of the internal combustionengine.
 17. The method of claim 16, wherein the closed loop system isadapted to capture non-combusted oxygen and hydrogen exhausted from theinternal combustion engine and communicate said exhaust to theseparation device.
 18. The method of claim 17, further comprising usinga sensor adapted to detect the level of non-combusted hydrogen andoxygen in the exhaust of the internal combustion engine.
 19. The systemof claim 18, wherein the sensor is adapted to communicate with the fuelcontrol module, wherein the fuel control module is capable of modifyingthe mixture of oxygen and hydrogen to minimize the amount ofnon-combusted hydrogen and oxygen in the exhaust of the internalcombustion engine.
 20. The system of claim 11, wherein the volume ofwater is gravity fed to the electrolyzer.